Henry taylor



(Na Model.)

H. TAYLOR. PNBUMATIG .GAR MoToR.

UNITED STATES.

v PATENT GEELCE HENRY rr'ArLOR, OE BALTIMORE, MARYLAND, AssIGNoR' OE THREE-ELGHTHS 4`r 'roy HENRY TAYLOR, JR.,` JAMES A. TAYLOR, AND GEORGE TAYLOR, ALL

fior PLAGE.

P-N EU MATIC CAR-'MOTO R.

SEEGIFICATION forming part of Letters Patent No. 427,809,51ated May 13, 1890.

` Application tiled January 28, 1890.' SeriaHaIo. 338,437 (No model.)

foin/ZZ whom; it may concern: lBe' itlnown that I, HENRY TAYLOR, a citi-4 zen of the United States, residing at Baltimore, in the'State of Maryland, have invented 5 certain uewaziduseful Improvementsin Pneumatic Car-Motors; and Ido declare. the fol- 'lowing to be a' full, clear, -and'exact description of the invention, such as will enable Others skilled in` the artto which it appertains `o to make and use the same, reference being l had to the accompanying drawings, and to 4the-letters and-figures of reierencc marked thereon, 'which ferm a part of this specification.i

My pneumaticmotors for the propulsion of railwaycars'axcd `....ier Vehicles; and it consists of such construction and operation of mechanism for the actuation of the valves of the 2o off the supply of ai r-pressure to the cylinder at any desired part of the stroke of its pist0n, thus obtaining the most economical results from the expansive force of the airpressure therein, and Iwhereby the said mechanism "1f-or Operating the Valves may be-momentarily moved wholly out of gear,`in which case, in consequence of the particular conistruction of the cylinder-valves, the motor will be instantly converted into a pump to be opcratedby the movement of the car in descendinga grade thus acting as a brake to' retard the car and at thesame time storing an additional supply of compressed air for future-use,. all of' which I accomplish by the devices hereinafter fullydescribed and claimed, reference being hadlto theaccom:

vpanying drawings, in which- I Figure 1 shows a side elevation of a streetcarlwith the motor on`-the front platform thereof, a part of the side of the car-shown` removed.' Fig. 2 shows a view looking down on themotor, the mechanism for actuating the valves shown in mid-position.l A-Fig 3 shows a vertical section through one cylinder, the section being indicated by the line a a in Fig. 2, the valve mechanism shown infthe-head-gear. Fig. 4 shows a detail .View of the cams for actuatingthe admisinvention relates to'im provem'ents in" motor `that it may be momentarily set to cutsion-valves,"looking down thereon. "Fig: ,5 shows across-sectional view of the cams for actuating the admission-valves, the'seetiou .being indicated by the line'b' b, Fig. 4. Fig.. j6 shows a `front elevation in detail of the .cams for actuating the exhaustvalves. Fig. 7 showsa cross-sectional view of the cams for actuating the exhaust-valves, the'section.

being indicated by the line c c, Figli. Fig. 8 shows a longitudinalfsection through the exhaust-cam, the section being indicated by the line d d, Fig.'7. f Y' The same numbers refer to the sameor similar parts throughout the several views.

"In Fig. 1 is shown a street-car having 'o'n the front platform 10 thereof the motor 11, which is operated by compressed airv stored in the storage-tanks 12 and 13, one or more of these tanks 12 being placed on the top.oc" the car, and in which is stored the desired volume of air, under about four hundred `pounds pressure, a pipe 14 providing communication between vthe upper tank 12 and theA lower tank 13,'0ne or more of. which are placed in some Aconvenient place in the lower" part ofthe 'canfit being preferred to place one ot these tanks 13 under each car-seat andv connect them together by a suitable pipe. 1n these lower tanks 13 is primarily stored a pressure of about fifty pounds to the. square inch, which pressure is conveyed Ithrough .the pipe, 41 to the motor, which isl operated thereby, this pressure of fifty pounds .being maintained in the lower tank 13 by the excess of pressure that is stored in the upper 'tank 12, a suitablevalve 15 of any of the wellknown forms being located in thepipe 14, which controls the-iiw of the fluid through Ethis pipe and thus in the lower tank 113 maintains the desired pressure.

v In order that there may heno' dead-'points fto 'the vmotor and that it may be readilystarted from any point, there are preferably employed four single; acting reciprocating engines, kthe cylinders 18 of which are placed side by side, asshown in Fig. 2, the main shaft 16' of which is common to all, having the cranks 17 thereon, which are-operated by the pistons 2l of the respective cylinders placed ninety degrees aparigwh ereby when the `reversing-lever is thrown in the ahead or back gear some one of the pistons will be in such position that its valve will admit pressnre thereto. As these cylinders and their parts are fac-similes one of the other, a description of one will be sucient for the whole.

Referring to Fig. 3, there is supported from the bed-plate 19 by the columns 20 the cylinder 18, in which is free to move the piston 21, that is of the form shown, the depth of the piston being suiiicient to form a proper guide therefor in its reciprocatingl movement, suitable packing 23 and a follower 24 serving 4to make an air-tight joint between the piston and the cylinder.

Formed centrally on the bottom surface of tho piston is the lug 25, to which is pivoted the upper end of the 'connecting-rod 2G, the other end thereof being suitably connected to the crank-pin 27, whereby in the reciproeating `movement of the piston a rotating movement will be imparted to the shaft 16 through the crank 17 and the connectingrod 2G.

Fixed to some suitable part of the m'ain shaft 16 is a driving-pulley 28, from which a rotating movement is conveyed through the clfain belt 20 to a corresponding pulley 30, Ab'ig. 1, that is fixed to the, axle 3l of the car- -wlieel .'52, a second set of pulleys 33, if they Vshould be desired, serving to convey movement from the front axle 31 to the rear axle of the car through a chain belt 3l.

On the cover 35 o1` the cylinder are placed the ad mission-valve chamber 36 and the eX- haust-valvc chamber 37, wherethrough thc air-pressure is alternately admitted to and released from the upper surface of the pistou 2), the admission-valvoV chamber 3H having therein the admission-valve 3S, that is of the ordinary single-puppet torni shown, the stem 39 extending through a stuilingb0x 40, which, when drawn outward, will cause the valve 38 to be moved outward from the cylinder, thus opening communication with the cylinder, through which the air-pressure from the pipe ll will ilow to the upper surface of the piston and cause it io move downward. In the exhaust-chamber 37 is provided an exhaust valve l2. that is of the single-puppet form, and opened by an inward movement thereol, as shown in Fig. 3, tho stem 43 extending outside thc chamber 37, and provided on the end thereof with the roller 58, by which this valve l2 is moved inward by the valve-actuating mechanism at the. propel' time, and the pressure on the upper surface of the piston exhausted and escaping' to the air through the holes 4-1 in the casing 37. It will be seen irom the const ruction of these valves 38 and f.' that the air-pressure normally tends to hold them in the closed position, and in order to cause each of these valves to open and close at the proper position of the piston, and thus alternately admit thereto and release therefrom the air-pressure, there is employed mechanism for the actuation thereof of the following description.

Referring to Fig. 2, there is extended over the entire width of the fourcylinders 18, and immediately over the exhaust-valve stems 43 thereof, the exhaust-shaft 45, thats supported at each end by a suitable bearing 46, in which it is free to rotate and to be moved longitudinally in either direction therein, these bearings 46 being made of the forked form shown, so as to hold in position between the jaws thereof .the pulley 47, by which a rotating movementis imparted to this shaft bythe chain belt 4S,which passes over the top of said pulley 47 and conveys movement thereto from the driving-pulleyetii, that is fixed to the main shaft 16, this driving-pulley 49 being of the same size as theA pulley 47, whereby the main shaft 16 and the exhaust-shaft 45 will be caused to rotate in nison.

In order that a longitudinal movement in either direction may be permitted the rotating lshaft 45 through the pulley 47, as is frequently required in mechanics, the said pulley 47 is provided with an ordinary feather that moves in a suitable slot 7S in the shaft, by which common device these movements are permitted.

Extended the entire width of the motor and in front thereof is the rotating shaft 50, that operates and controls the admission of airpressure to the cylinders 18 thi ough the valves 3S, this shaftbeing supported hy the bearings 51, in which it is free to be rotated and moved longitudinally in either direction, a pulley 52, of thesame size and construction as the pulley 47, previously described, serving to impart a rotating movement to this shaft 5U by means of the chain belt 48', that passes over the 'top thereof, and thus causes this shaft to rotate in unison with the main shaft 16. To impartacoincidentallongitudinal movement to these shat't's 45 and 50, there is fulcrumed to the cylinder-cover 35 by the fulcrum-pin 7 .l the reversing-lever 72, one end of which is pivoted to the exhaustshaft 45, and at a point equidistant from the fulcrum-pin 7 1, on the other side thereof, the lever 72 is pivoted to the shaft 50 by the pin 74, whereby when the free end 7 5 of the re'- versing-levcr is. moved to the right or left a longitudinal movement i n opposite directions, one to the other, will bc imparted to the said shafts 45 and 50. l

To cause the exhaust-valves 42 tobe opened and closed at the proper time when` the engine is in the ahead motion,therc"is fixed to the shaft 45 the cam 53, which' consists ,of a sleeve 54, Figs. 6, 7, and 8, that fits around the shaftfi and is secured in proper position by a set-screw 55. Extended from this sleeve is the surface hthatis of scmi-cylimlrical form, the curved edge 57 of which will in the rotating movement of the cam be brought in contact with the roller 58, with' which the end of the exhaust-valve stem is provided, this to be closed. In order thereby and opened, Athe roilel cambeingso'set ofn-the shaft 45 that when the piston 2l is on 'the bottomcenter the edge 57 will be brought in contact with the roller 58, the exhaust-valve 42, moved downward 58 remaining in contact with the surface 56 until the cam has 'made one-half of a revolution and the pis ton is on or near the top center, when the v leaving edge 59 of the caniwill have passed 'the roller 58, and the air-pressure .that will he presently admitted at this point of the pis-4 tenvs stroke willyeause theexhaust-valve 42`v that these cams may hepiaced in such position that "the-roller 58' -willbe out of the path of the rotating movement thereof when the caiis on a descending grade and the power of the motor not needed,

Ithesecarns are so placed on the shafta that when the reversing-lever 72 is in its middlepositionQshown in Fig. 2) the cam will be to'v one side ofthe roller 58, which will be out of the path of its rotating movement; thus per- Vmitting' the shaft 45 to rotate withoutaiecting the valve.' l"5 4In order that .theseeams may properly operatethe valve when the free end:v 75 of the lever is moved to the extreme left, they are made of sufficient iength to admit of' this longitudinal `movement, of the shaft4 45 and at the 'same timeY have Within it-spath .ofrotaticn tne roller 58.

To operate the admission-valves 38 there is fulcrumed from a bearing 60 the belleranlr` 61, one arm of which is pivoted to tlm-valvestem 39 and the free arm thereoi` is provided with a ,contact-projection 66, which in the .ahead motion of the .motor will be in the path of the cams 62, that are fixed to the shaft 50,l and which are so timed with the movement Vof* the piston l2as to cause the admissionvalve 38 to be opened thereby when vthe pis ton is near or on'the top center. These cams 62 are of the saine general construction as the exhaust-cams 53, just described, with the exception that the surface `of contact 63 of the cams 62 are cut away to the trianguiar form shown in Fig. 4, the vertex 64 of the triangle being nearer and the first to bebrought in contact with the point 66 of the 'bell-crank when .the reversing-lever .-72 is moved to the left, the mid-position' of the' reversing-lever 72 shown in Fig. 2, plae- .ingthe cam to one side'otv the contact 66, as

shown' in this figure, thus permitting /fhe shaft 50 to be rotated Without affecting the admission-valves 38. As stated, the surface i of these cams 62 is of the triangular f o'rm shown in Fig. 4, the curved edge 67 in the r0- tating movement ot the cam coming the first in contact with the point 66, and is made of this curved -formtopermit the said point 66 ,toi-ide easily thereover.` The base of the t1'iangle,which provides for the greatest length of time the valve 38 is to be kept open, is

equal in' length to one-quarter of the circle `described by this part of the cam, whereby vlwhen the reversing-lever 72 is moved tothe extreme 'left 'thecontact-point 66- will trav- Athe rghtwill cause the roller .terse this part of' the cam at the base, and

kept open which case the opening and closingof the ad# m'ssion-valve will be almost instantaneous and-the air-'pressure admitted to the cylinder during a very small part of the stroke, and

thus perform the Work of moving the piston by its expansibility.

of the respective degrees'apa'rt. In

As stated, the eranks'17 cylinders 18 are set ninety consequence of this arrangement the movement of the reversing-lever 72'from itsmidposition'to the left willcause lsome one ot the valves 38 to be raised by its 6am 62, which will be in proper position therefor, and thus admit the air-pressure to the cylinder and start the engine. For the same reason the exhaust-cams 53 will be in such position as to cause the opening of the proper exhaust? valves 42 by this, longitudinal movement of the shafts 45t-and 50. In order that these hypotenuse of the trivalves 38and 42 may be easilyoperatedby this longitudinal movement, the vertex 64,'of 'the admission-cam 62 -is curved inward, as 'shown in Fig. 4, and the front end 76 of the exhaust-cam 53 is curved-inward in the same manner'as shown in Fig. 8, thus forming a wedge of these ends of the cams in 'theirlongit-udinal movement. l

To provide for Aa reverse movement of the motor in backing the fear, there are placed on the shaft 45 a set of exhaustcams 69 and on theshatt 50 a set of admission-cams 70, these cams being of likeconstruction'and operation as the exhaust-cams ,53 and Aadmission-cams 62 previously described for the ahead movement, they being soA placed on their respective shafts 45' the mid-position of the reversing-lever 72 to 58 to be in the path-of the cam 69 and the contact-point 66 to'be in the path of the cam 70, and thus, in the manner described for the ahead motion,

cause a reverse movement of the motor.

The manner of operating is as follows: The tanks 12 and 18 having'been charged with the necessary pressure, of compressed air, when it is desired to start the oar ahead the free end 75 of the lever'72 is moved tothe extreme left,which movementwillcause theshaft Iii:

50to be moved in the samedirection therewith, I

and the cams 62'thereonbroughtin such position that the 'point 66 of the. bellfcrank will be in, the rotating path thereof. By this moveme'ntfto the left of the level' 72 shaft 45 will be moved to its extreme position cothe right, and the ezghenst-cams 53 thereon;v

the exhaust` l placed in such position that the roller 58 on the valve-stein 43 will be in the path thereof. ln the manner described this movement of the lever 72 will cause the opening ofthe proper admission and exhaust valves, and hy the pressure from the tank 13 the motor will he started in the ahead motion, and through the chain belt 29 and pulleys 28 and 30 move. the car ahead. Then the ear is'traveling on a level or slight down grade, where a less power is required for its propulsion, the re-l versing-lever 72 is moved to some point nearer its mid-position, whereby the contact-point 66 of thebcll-crank will he brought in the path of that part of the triangular cam G2 that is nearer its vertex Ul, and will consequently sooner reach the leaving edge (58 thereof, when the admission-valve 3B will be closed and the remaindero thestrokeof thepiston completed by the expansion of the air in the cylinder, these cams GZheing so p1aced,if necessary, that the contact hetweent-hc point G6 and the cam will be at the vertex (il, when the admissionvalve 33 will be almost instantly opened and closed, and thus by the expansion of the air in .the cylinder economically utilize this power. y ln this movement of the lever 72 to use the air-pressure more expansivcly the' movement of the exhaust-valves 42 will not be affected thereby, as the parallel form of the e,\haustc:xms 53 will causo their respective valves to remain open during the full stroke of the 'piston in any position of the lever i2 from its mid-position. Whendcscending a grade, where a brake force is needed to the ear, und whereby the main shaft 1G will he caused to rotate by the descending car, the reversing-lever 72 is placed in the mid-posil-ion shown in Fig. 2, in which position the rollers 5S will be out of the path ot' the cams 523 and the hell-cranks G1 out of the path of the cams G2, and in which ease the exhaustralve lf2 and the admission-Andre 35% are free to he operated by the action of the air in lhc reciprocating mov uncut of the piston 21, which will then not an ainpum p driven' from the car-axle 3l through the chain belt Ll, thcvalve i2 becoming the inductionvalve through which lthe air will be drawn from the atmosphere on the downstrokc of the piston 21, ar don the upward stroke thereof this air in lthe cylinder will be forced through the valve 3S, that new becomes an ednction-valve, and into the tank 13, thus stru ng an additional supply of compressed air therein for future use of the motor, and at the same time acting as a retarding force to thc car on the descending grade. In the cylinder 1S is shown a line of holes 77, which I )en to the atmosphere and arc so placed that they wiil be just above the piston 2l when it is on the bottom center, and serve for the escape therethrough of thc air in the cylindcr when thc piston is at this point, this escaping air carrying with it any moisture that may have accumulated, and thus avoid` ing any had consequences that might arise :licor wenn the ahead movement, the triangular form of the earns admitting of the same variation of cut-off as in the ahead movement.

It will be seen that in lieu of the chain belt 48, that is herein shown for causing the shafts 115V and 50 to rotate in unison with the main shaft 1G,l there maybe employed bevel-gearing or any of the other well-known devices for this purpose.

Having described my invention and the manner of operating, whatl claim, and desire to secure by United States Letters Patent, 1sv 1. The combination of the cylinder 18, the piston 2l, the connecting-roti 26, the crank 17, the main shaft 16, the valve 38, for theadniissionof fluid-pressure td the piston, the valve 42, for the'release of 'fluid-pressure from' the pistomthe shaft 50, free to be rotated'and to be moved longitudinally, the shaft 45, free to he rotated and to be moved longitudinally, the cam 62, fixed to the shaft 50,'by which the valve 3S is operated, th cam 53, fixed to the shaft. l5, by which the valve 42 is operated, means for causing the said shafts 45 and 50 te rotate in unison with the main shaft 16, and means for imparting alongitudinal movement to the said shafts 45 and 50, for the purpose set forth.

2. The combination of the cylinder 18, the piston 2l, the connecting-rod :26,the crank 17, the inain shaft 16, the valve 38, for the admission of fluidpressure to the piston, the valve 42, for the release of Huid-pressure from the piston, the shaft 50, free t0 be rotated and to be moved longitudinally, the shaft 15,frce to be rotated and to be moved longitudinally, the cam G2, fixed lto the said shaft 50, for operating the valve 38, the curved surface 63 of the said cani 62 being of a triangular forth, thc cam 53, fixed to the shaft 15, by which the valve 42 is operated, the surface 5G of said earn 53 bein g of a semi-cylindrical form, means for causing the said shafts 45 and 50 to rotate in unison 'with the main shaft 16, and means for imparting a longitudinal movement to Ithf said shafts 45 and 50, for the purpose set fo 3. '.lhe combination of thercylinder 1S, the piston 2 l, the con necting-rod 26, the crank 17, the main shaft 16, the air-storage tank 1,3,the valve 353, through which communication is established between the said cylinder` and airstorage tank, 'tire said valve 38 being moved outward from the said cylinder to establish the said com munication, the valve 42, through which coi'nmunication is established between the said cylinder and the atmospherc,tl1e sai/,l valve 42 being moved inward toward the said IOO cylinder to establish the said communication therethrough, the shaft 50, free to be rotated and to be moved longitudinally, thejshaft 45, free to be rotated and to be moved longitudinally, the cam 62', fixed to theshaft 50, for operating the valve 38, the cani 53, fixed to the' shaft 45, by which the valve 42 is oper'- ated, means for causing. the said shaft-s '45 and 50 to rotate in unison with the main shaft 16, and means for imparting a longitndinal movement to the saidshafts 45 and 50, for the 'purpose set forth. 1 i p 4. The combination of two or' more cylinders 18, placed side by side, each of said cyly fnecting-rod A26, a valve 38, for the admission of fiuid-press'ure -to the piston', and a valve 42,

for the release of Huid-pressure from the pistn, a mai-n shaft 16, provided with the cranks zol 17, the said main shaft being common to all Vthe cylinders,` the shaft 50, extendedthe en tire width of al1 the-cylinders, the 'sa/,id shaft being free to be rotated` and to be moved 1ongitudinally, the' sli Width of all the said cylinders, the said shaft 4:5 'being free to be rotated and to be moved long lritudinally, the cams 62, fixed to the said shaft 5L), by which the said cylinder-valvesS faire operated, the cams 58, fixed to the said shaft 45, by which the cylindenvalves 42 are operated, the lever 72, by which a longitudinal movement is imparted to the shafts 45 and 50, and means for causing the said shafts 4:5 and 501'0 rotate in unison with the main A vshaft 16, foi` the purpose set forth.

inders`being provided with a piston 2l, a con- In testimony whereof Iaflix my signature in presence of two witnesses. v

HENRY T AYLOP aft 45, extended the entire 

